The first paragraph in the appropriate section of the instruction manual reads; If the start attempt failed, a repeat start will automatically follow. After three failed start attempts a start-blocking occur, and the navigator has to move the telegraph handle to stop before a new start can be performed. Because of the way the paragraph is written, some interpretation of its meaning is required. For instance it does not categorically state that the DMS 900 will automatically perform three start attempts before the start blocking occurs. Instead it says `after three failed start attempts a start blocking occur' but it does not say what the start blocking function is or why it occurs. The ambiguity of the wording lead to the misunderstanding of the meaning of the paragraph by ship's staff - for whom English was a second language. The English text of the instructions was made even more difficult to understand because it had been translated from a Scandinavian language, probably by someone whose first language was not English. Because the information regarding the 20% increase in fuel pump index during a repeated start was not contained in the instruction manuals, the ship's staff was unable to determine the full operation performed by the DMS 900. Because the ship's staff were unaware of the extent of this operation, they were not able to successfully trouble-shoot the starting arrangements or to immediately determine where the problem lay. The second paragraph in the section reads: If the engine is ordered to move in the opposite direction whilst moving, starting air will not be supplied until the engine speed has decreased below the reversing level. This may take several minutes depending on the ships speed, propeller size, loading condition and other ship parameters. This paragraph was apparently also not fully understood by the ship's staff because there was uncertainty about whether the vessel's forward speed had any bearing on the engine not starting at the time of the occurrence. Although the ship was still making 5 to 6 knots ahead, the engine revolutions were zero. As this paragraph of the instructions clearly refers to engine speed, the vessel's speed was not relevant in this occurrence. The ship was properly rigged for entry into port with anchors ready for release. Dropping the anchors promptly prevented any damage to the ship, wharves or the nearby Second Narrows Railway Bridge.Analysis The first paragraph in the appropriate section of the instruction manual reads; If the start attempt failed, a repeat start will automatically follow. After three failed start attempts a start-blocking occur, and the navigator has to move the telegraph handle to stop before a new start can be performed. Because of the way the paragraph is written, some interpretation of its meaning is required. For instance it does not categorically state that the DMS 900 will automatically perform three start attempts before the start blocking occurs. Instead it says `after three failed start attempts a start blocking occur' but it does not say what the start blocking function is or why it occurs. The ambiguity of the wording lead to the misunderstanding of the meaning of the paragraph by ship's staff - for whom English was a second language. The English text of the instructions was made even more difficult to understand because it had been translated from a Scandinavian language, probably by someone whose first language was not English. Because the information regarding the 20% increase in fuel pump index during a repeated start was not contained in the instruction manuals, the ship's staff was unable to determine the full operation performed by the DMS 900. Because the ship's staff were unaware of the extent of this operation, they were not able to successfully trouble-shoot the starting arrangements or to immediately determine where the problem lay. The second paragraph in the section reads: If the engine is ordered to move in the opposite direction whilst moving, starting air will not be supplied until the engine speed has decreased below the reversing level. This may take several minutes depending on the ships speed, propeller size, loading condition and other ship parameters. This paragraph was apparently also not fully understood by the ship's staff because there was uncertainty about whether the vessel's forward speed had any bearing on the engine not starting at the time of the occurrence. Although the ship was still making 5 to 6 knots ahead, the engine revolutions were zero. As this paragraph of the instructions clearly refers to engine speed, the vessel's speed was not relevant in this occurrence. The ship was properly rigged for entry into port with anchors ready for release. Dropping the anchors promptly prevented any damage to the ship, wharves or the nearby Second Narrows Railway Bridge. The information regarding the Repeated Start condition was not fully understood and the automatic control system was not used correctly. Instead of allowing the DMS 900 control system to repeat start the engine, ship staff placed the telegraph on Stop, then to Slow Astern, effectively cancelling the repeated start function of the control. The instruction manual is not concise when describing the repeated start and start blocking functions. Ambiguity in the wording led to the ship's staff, for whom English is a second language, to not fully understand the instructions. The full extent of the repeated start operation performed by the DMS 900 was not included in the Instruction Manual. No reference is made to the increase in fuel pump index during an automatic repeated start. The Pacific Coast Pilot on board the vessel, at the time of this occurrence, was not briefed on the Repeated Start feature of the DMS 900 control system and was unaware of the automated repeated start system. No damage to the vessel or port infrastructure occurred as the vessel was controlled and brought to a stop by use of the anchors. No damage to the vessel or port infrastructure occurred as the vessel was controlled and brought to a stop by use of the anchors.Findings The information regarding the Repeated Start condition was not fully understood and the automatic control system was not used correctly. Instead of allowing the DMS 900 control system to repeat start the engine, ship staff placed the telegraph on Stop, then to Slow Astern, effectively cancelling the repeated start function of the control. The instruction manual is not concise when describing the repeated start and start blocking functions. Ambiguity in the wording led to the ship's staff, for whom English is a second language, to not fully understand the instructions. The full extent of the repeated start operation performed by the DMS 900 was not included in the Instruction Manual. No reference is made to the increase in fuel pump index during an automatic repeated start. The Pacific Coast Pilot on board the vessel, at the time of this occurrence, was not briefed on the Repeated Start feature of the DMS 900 control system and was unaware of the automated repeated start system. No damage to the vessel or port infrastructure occurred as the vessel was controlled and brought to a stop by use of the anchors. No damage to the vessel or port infrastructure occurred as the vessel was controlled and brought to a stop by use of the anchors. The original Instruction Manuals were written in a Scandinavian language. They were later translated into English. This had the effect of making the system more difficult to understand by the vessel's officers, for whom English is a second language. The vessel's officers were confused by the ambiguous wording of the instruction manuals for the DMS 900 computer control operation. In addition, the full extent of the repeated start operation in increasing the main engine fuel index was intentionally omitted by the manufacturer from the instruction manuals. This omission prevented officers from fully understanding the operation of the system and added to their confusion. Consequently the bridge crew intervened in the automatic operation of the starting system. The manual attempts to restart the engine were unsuccessful but the vessel was brought under control by the use of her anchors.Causes and Contributing Factors The original Instruction Manuals were written in a Scandinavian language. They were later translated into English. This had the effect of making the system more difficult to understand by the vessel's officers, for whom English is a second language. The vessel's officers were confused by the ambiguous wording of the instruction manuals for the DMS 900 computer control operation. In addition, the full extent of the repeated start operation in increasing the main engine fuel index was intentionally omitted by the manufacturer from the instruction manuals. This omission prevented officers from fully understanding the operation of the system and added to their confusion. Consequently the bridge crew intervened in the automatic operation of the starting system. The manual attempts to restart the engine were unsuccessful but the vessel was brought under control by the use of her anchors. The manufacturer of the DMS 900 responded immediately to queries from the Transportation Safety Board and confirmed the operation of the system for the investigators. The manufacturer contacted the vessel's management company to inform them of the increased fuel indexing under repeat start conditions and to state that this information is part of the programming which cannot be altered by ship staff. When contacted, the vessel management company took immediate steps to send updated information to all four sister ships operating DMS 900 systems. The Master of the STAR HOSANGER actually tested and proved the repeat start function on his vessel. All four vessels now have the information regarding this feature of the automatic start system on the Pilot Information Card so pilots boarding these vessels will be aware of the function.Safety Action The manufacturer of the DMS 900 responded immediately to queries from the Transportation Safety Board and confirmed the operation of the system for the investigators. The manufacturer contacted the vessel's management company to inform them of the increased fuel indexing under repeat start conditions and to state that this information is part of the programming which cannot be altered by ship staff. When contacted, the vessel management company took immediate steps to send updated information to all four sister ships operating DMS 900 systems. The Master of the STAR HOSANGER actually tested and proved the repeat start function on his vessel. All four vessels now have the information regarding this feature of the automatic start system on the Pilot Information Card so pilots boarding these vessels will be aware of the function.